Elevator-control system



y 9, 1929. E M. BOUTON 1.720.538

ELEVATOR CONTROL SYSTEM Filed Jan. 16, 1928 2 Sheets-Sheet 1 As AFSA Q5? INVENTOR Edgar /Z [Sou/or! ATTORNEY Patented July 9, 1929.

UNITED STATES I 1,720,538 PATENT OFFICE;

EDGAR M. BOUTON, OF CHICAGO, ILLINOIS, ASSIGNOR T WESTINGHOUSE ELECTRIC I & MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA. v

ELEVATOR-CONTROL SYSTEM.

Application filed January 16, 1928. Serialv No. 247,156. R U E D My invention relates to control systems and it has particular relation to systems of con the car is started by an attendant on the car and stopped by the operation of push-buttons, either at the landings at which persons desire to board the car, or by push-buttons within the car corresponding to the floors at which passengers wish to leave the car.

Another object of my invention is to pro- I vide a control system for a plurality of elevators in a bank, wherein each of the cars is started by an attendant on the car and whereinpassenger-operated means at the several landings traversed by the elevators will cause the first'car to approach the cor-- responding floor to stop for such passenger or passengers.

Another'object of my invention is to pro-- vide a control system, as described in the preceding paragraph, wherein the car will stop only when travelling in the direction in which the passenger wishes to go.

Another object of my invention is to provide a control system for a plurality of elevators in a bank, wherein each car may be started by the attendant on the car and stopped in response to passenger-operated push-buttons and wherein the first car to approach the floor restores the passenger-operated buttons and prevents cars approach- .ingf'thefloor subsequently from stopping at such floor.

Another object of my invention is to provide a control system or a plurality of elevators operating between a plurality of floors,

' where in the shaft for each of the cars is divided into a plurality of zones or blocks, each including several adjacent floors and wherein the condition of two cars being simultane ously within a zone or block prevents the car which first enteredthe zone from re 7 ceiving signals or being stoppedat any floor vide a control system for elevators wherein cars are automatically stopped at the several floors in response to passenger-operated pushbuttons, and wherein the approaching of two cars, travelling in the same direction within a predetermined distance, prevents the first car travelling in that direction from stopping in response to the passenger-operated"push buttons.

My invention will be described with reference to the accompanying drawings, where- 1n: I

Figure 1 is a diagrammatic view of my control system as applied to two elevators operating in adjacent hatchways;'and

Fig. 2 is a diagrammatic view of my blockmg or zoning system as applied to two 'adja cent elevators'operating between ten floors.

Figure 1 illustrates a control system for two elevators, A and B, the driving systems for which are identical andthe control for only one of which will, therefore, be specifi-v cally described, the letter A preceding the reference characters for the parts described. 1

The control system for elevator car A comprises a control system of the variable voltage or Ward-Leonard type and includes a driving motor AM of the shunt-wound type having a shunt-field winding AMF and an armature AM Directly coupled to the armature- AM of the driving motor AM is an armature AG of a enerator AG. The generator AG is prefera ly of the compound-wound type including a series-field winding AGSF, a shunt-field winding AGF and a demagnetizing-field winding AGAF. The generator armature AG is connected in loop circuit with the armature AEM of a hoisting motor AEM. The hoisting motor AEM is provided with a shunt field winding AEMF and has its armature AEM directly coupled to a hoisting'drum' AD, over which a cable AC, suspending the elevator' car A, passes to a counterweight AW.

The hoisting motor is controlled as to direction and speed through the agencyof an up-direction' switch A1, a down-direction switch A2 and a speed relay A3.. These relays are 0 erated by the actuation of a car switch A S mounted upon the elevator car A.

Each of the fioorsintermediate the terminal floorstraversed bythe elevator car A, is

provided with a pair of-call pushbuttons,

one for up and one for down travel. The

spec tively, those for the second. floor by the reference numerals 2U and 2D, respectively. \Vhile only four floors are illustrated in. the

drawing, it will be obvious from the following description that the system may be applied to any number of floors without modification of the essentials of my invention.

No buttons are shown for the terminal floors since, in the usual method of operating elevators, each car makes a complete trip from one terminal to the other whenever the car is started in either direction, and since limit switches are universally provided for automatically stopping the car at the terminal floors.

Push-button relays are shown connected to the respectivepush-buttons 3U, 3D, etc., and I are designated, respectively, by the reference numerals R3U, R3D, R2U and B2B. The coils of these relays are respectively connected in series relation with contact members on reset relays S3U, S3D, etc. These relays comprise means for registering and cancelling calls for service at the corresponding floors, as hereinafter more fully described.

A push-button for each of the floors is mounted on the car A, the button for the third floor being designated by the reference numeral C3 and that for the second floor by the numeral C2. These buttons are asso-' ciated with relays CR3, CSR3, etc., in a manner similar to'that described for the buttons and relays mounted at the various floors.

It will be noted that only one button for each floor is provided in the car for stopping the car when travelling in either direction.

Floor selectors AFS and BFS for the respective cars are illustrated in the lowermost portion of Fig. 1. The floor selectors are in correspondence with the movements of the elevator car A in the manner usually practiced in the control of signal systems, that is, the arm AFSA is mounted upon a screw AS, which is connected for rotation with some movable part of the elevator hoisting mechanism. As illustrated, the movable arm AFSA is partially rotated about the screw AS by means of a pair of magnetic members ADS and AUS so as to engage, respectively,

the right hand or down set of contact segments with the brushes 63 of the right-hand portion of the floor selector arm AFSA, or to engage the left hand or up, setof contact segments and the brushes on the left-hand portion of the-selector arm AFSA, depend ing upon which of the magnetic members is energized.

I The system will'be best understood when described in connection with an assumed operation. Assuming thatthe elevator car A AGF extending from line conductor L1,

through conductors 12 and 18, contact mom bcrs a of switch A2, conductors 19 and 20, the generator shunt field winding AGF, conductor 21, resistor 22, conductors 23 and 24,

contact members b of switch A2, and conductors 25 and 26 to line conductor L2. Direction switch A2 also completes a self-holding circuit extending from line conductor L1,

through conductor 12, the coil of the down- 4 direction switch A2, conductor 27, contact members 0 of switch A2, conductor 28, the normally closed contact members 29 of the up stop-inductor-relay 30, conductor 31, the normally closed contact members 32 of down stop-inductor-relay 33, and conductors 34, 35 and 26 to line conductor L2.

The functions of the inductor relays 30 and 33.in"this system are the same as those disclosed in my-copending application Serial N 0. 731,921, filed August, 14, 1924, and assigned to the Westinghouse Electric & Manufacturing Company. In that application is disclosed an elevator control system wherein the holding circuits for the direction and speed switches are automatically opened by the inductor-relays as the car approaches predetermined points in the hatchway, thus stopping the car accurately. level with the adjacent floor. I

Referringagain' to Fig. 1, a further Operation of the car switch ACS engages thecontact members 10 and 36, completing a circuit for the speed relay A3 extending from line conductor L1, through conductors 12 and 37, the coil of relay A3, conductors 38 and 39, contact member 36, contact segment ACS' of car switch ACS, contact member 10, and conductors 14, 15, 16 and 17 to line conductor L2. The relay A3 closes its contact members (1, exeluding resistor 22-from the circuit for the generatorshunt .fiel'd winding AGF causing the elevator motor AEM to increaseits speed and, by operation of its contact members I), completes a self-holding circuit extending from line conductor L1, through conductors 12 and 37, the coil of relay A3, conductors 38.

'conductor 44, the normally closed contact 1 i members 45 of a down slow-down-inductorrelay 46, and conductors and 26 to line conductor L2.

coil will efiect an operation of the contact.

members.

When thecar is moving-upwardly, the up inductoflrelays 30 and 43 cooperate with l magnetizable iron inductor plates mounted plates and inductor-relays with'reference to in the hatchway, one for each of the floors,

the plate for the third floor being designated by reference numeral 3X, and that for the secondbeing designated by reference numeral 2X. The down inductor relays 33 and 46 cooperate with inductor plates 3 Y and 2Y, as the car approaches the third and second floors, respectively, in the down direc tion. The relative position of the inductor the floors is such that the relays will be actuated to open their contact members when the car is at such distance from the floors as to permit the opening of the speed and direction switches to stop the car accurately level with,

the adjacent floor.

As soon as theeleva'tor car A starts downwardly, the attendant on the car may return the car switch ACS to the central or ofl position, and the car will continue to move downwardl at high speed,*since the above- .tracedselfolding circuitsfor the direction and speed switches remain closed independently of the car switch ACS'.

As the car approached the upper terminal on its way up, (prior to. the start of the down trip as described) a cam ULC mounted on the car was brought into engagement with a switch. UL, preferably of the limit switch type, and disengaged the contact members of the switch. This 0 eration of the switch UL opened the circuit or the up floor selector magnet AUS, permitting the coil of the down floor selector magnet ADS to draw the right-hand portion of the floor selector arm AFSA into engagement with the down sets of contact segments (those on the righthand portion of the floor selector AFS) The magnets AUS and ADS areof the high-resist ance type and are desi ned to have their circuits completed at all tlmes during which the car is between the terminals. When the movable arm AFSA has been rocked to down contact-engaging position, by the opening of the circuit for the up magnet AUS, the subse uent reenergization of the magnet AUS wi 1 be ineffective to draw the arm back-to its neutral position or to rock it in the up direction, until the down magnetADS has been deenergized. A suitable switch DL is pro vided for engagement by a cam DLC when the car approaches its lower limit of travel for the purpose of deenergizing the down magnetADS as the car arrives at the lower terminal. Thus, as the car starts downwardly, in response to the above-described operation, the floor selector arm AFSA will have been rocked to engage the down contact segments,

is thus completed for the push-button relay R3D extending from line conductor -L1, through conductor 50, the push-button 3D,

conductor 5.1, the coil of relay R3D, conductor. 52, the normally closed contact members" of the relay 83D, and conductors 53 and 54 to line conductor L2. The energiz'ation of relay R3 D completes a self-holding circuit extending from line. conductor L1, through conductor 55, the contact members of the relay R3D, conductors 56 and 57 andthence through the'coil of the relay R3D toline conductor L2, as previously traced for this coil.

Theclosing of the contact members of the. relay :R3D' connects the line conductor L1 'to the third floor contact segment 58. As the car. approaches the third floor, the floor selector arm AFSA connects contact segments 58, and 59, thus completing a circuit to the coils -of the down slow-down and stop relays 33 and 46, which circuit extends from line conductor L1 through conductor 55, the contact .members of relay R3D, conductors 56, 61

and 62, contact segment 58, thebrushes 63 on the floor selector arm AFSA, contact segment 59, conductor.64, the coil of relay 46,

conductor 65, the coil of the relay 33, conductors 66 and 67 contact member 68 of the car switch AOS', contact member 10' and conductors 14, 15, 16 and 17 to line conductor L2. It will be noted that the circuits for the inductor relays extend through the central contact member 68 of the car switch ACS thus rendering it necessary that the can switch ACS be in its central or ofi position, in order that the inductor relays may be energized.

As the-car approaches more closely to the third floor, the inductor relay 46, in passing the inductor plate 3Y, opens its contact members 45, thus breaking the circuit for the speed relay A3. The opening of the speed relay A3 re-inserts the resistor 22- in the generator shunt field winding circuit'and the p car slows down. As the car approaches nearer-to the third floor, the relay33 is sim- 'ilarly' actuated to openits contact members 32, thus deenergizinglthe down direction passenger has entered, the attendant on the .car may again start the car downwardly by the operation of the car switch ACS, as previously described. The car will continuedownwardly, stopping in response to the operation of any of the down passenger-operated buttons, as the ,car approaches the corresponding floor.

Just prior to the time that the car arrives at the third floor level, the floor selector arm AFSA will engage the contact member on the floor selector, thus connecting, by

means of the brushes 63, the contact segments 58 and 70. This operation will complete a circuit for the reset relay S31) to restore push-button relay R31). This circuit extends from line conductor L1, through conductor 55, contact members of the relay B3B, conductors 56, 61 and 62, contact segment 58, brushes 63 of floor selector AFS, contact segment 70, conductors 71 and 72, coil of relay S3D, and conductor 54 to line conductor L2. The operation of relay -S3D opens the holding circuit for the relay R31), thus restoring the circuits for the third floor down call to normal inoperative condition.

It will be observed that the energization of the relay R3D in response to the operation of the button 3D connects line conductor L1 to contact segment 58 for the car A and also to the contact segment 73 of the floor selector for car B. The conductor 61 may be further extended to connect to any number of elevators in the bank, whereby the operation of a single button will condition the floor selectors for all of the cars to operate the inductor slow-down and stop relays for the associated car, as that car approaches the third floor. The first of the cars to approach the floor will be caused to stop and, as the car arrives at the floor, the consequent restoration of the relay R3D to normal position prevents any other car subsequently approaching the third floor from stopping in response to this third-floor down call.

Assume that the passenger who entered the car at the third floor desires to travel to the second floor. The attendant on the car will operate the button C2, completing a circuit for the relay CR2 extending from the line conductor L1, through conductors 74, 75, 76 and 77, push-button C2, conductor 78, the coil of relay CR2, and conductors 79 and 17 to line conductor L2. The operation of relay CR2 connects line conductor L1 to the contact segment 60 of the floor selector by way of con- 'ductors 7 4, 75, 80 and 81, contact members I) of relay CR2, and conductor 82. The relay CR2 also completes a self-holding c1reu1t which extends from line conductor L1, through conductors 74, and 80, n'ormally closed contact members of the restoring relay CSR2, conductor 83, the contact members a of relay CR2, conductor 84, the coil of relay CR2 and conductors 79 and 17 to line conductor L2.

As thecar approaches the.v second floor, the engagement of the contact segment 60 and the contact segment 59'by the brushes 63 of the arm AFSA will complete a circuit for energizing the inductor slow-down stopping relays 46 and 33 in a manner similar to that described for the third floor stop. The car will thus be stopped at the second floor.

It will be observed that the conductor 85 connecting the second floor segments for the up and down directions, respectively, permits the operation of the second floor car button C2 to energize boththe up and down segments for the second floor; thus the car will be caused to stop at the second floor from either direction in response'to the operation of the car button C2, and similarly the button C3 will cause the car to stop at the third floor from either direction. 9

The car push-button relays for car B corresponding to relays CR2 and CSR2, etc,

have been omitted in the drawing, in order to simplify it. It must be assumed, however, that these relays are provided for car B as indicated by the arrow-heads on the corresponding conductors.

As the car continues its downward travel and approaches the first floor, the cam DLC will engage a'switch DL', preferably of the limit switch type, and will close the contact members 87 and 88 of the switch. The con-- tact members 87 will complete a circuit energizing the down inductor relay coils 33 and 46, which circuit extends from line conductor L1, through conductors 7 4, 75 and 89, contact members 87 of the switch DL, conductors 90 and 64 to the coils of relays 46 and 33, and thence to line conductor L2, as previously traced for these coils.

The contact members 88 of switch DL' complete a circuit for the restoring relays CSR2 and CSR3 extending from line conductor L1 through conductors 74, 75 and 89, contact members 88, and conductor 91, to a junction-point 92 and thence to the coils of the relays CSR2 and CSR3 in parallel rela tion, the circuit for relay CSR2 extending by way of conductors 93 and 94, the coil of relay SCR2 and conductors79 and 17 to line conductor L2. Thus, the push-button relays for all-of the car push-buttons are restored when the car approaches the lower limit of travel. As the car approaches the upper limit of travel,'the switch UL operates in a similar manner to perform the restoring function at the end of the up trip.

. From the above description, it will be clear that each of the elevators is started by the op-' attendant'on the car,and that as soon as the elevator starts, the car switch may be centered, permitting the car to-continue moving until it automatically stops through the operationof the landing push-buttons 3U, etc., common to all cars, or the car buttons individual to the car; The operation of one of the landing buttons 3U, etc., prepares circuits for stopping all of the cars in the bank, but

only the first car to approach the floor in the direction'for which such button is operated will stop at the floor- If, for any reason, such as when a car is loaded to capacity, the operator desires to travel to'the terminal floor without mak ng further stops, the movement of the car switch ACSv will break the circuit to the inductor relaysand the car will not stop in response to an operated push-button. This permits the operator to pass floors for which buttons have been operated. a

Figure 2 shows the blocking or zoning system for two elevators operating between ten floors. This system comprises floor selectors AFS and BFS for the cars A and B respectively. The general arrangement of the con-- tact segments for these floor selectors is identical with that shown for the floor selectors in Fig. 1. The essential differences between the-- "floor selector of Fig. 2 and those of Fig. 1 reside in the division of the contact segment 59 shown in Fig. 1 into three separatesegments designated as 101,102 and 103 in Fig. 2.

Each of these segments extends over such portion of the travel of the floor selector arm AFSA, as represents the travel of the elevator between at least three floors.

In the system illustrated, the ten-floor hatchway is divided into three zones, the first including the first, second, third and fourthv floors, the second including the fifth, sixth and seventh floors, the last including the eighth, ninth and tenth floors. The description of the relation of the Various floors will be hereinafter set forth with reference to the position of the car relative to the floors, as

represented by the movement, of the floor selector arm over the floorselector.

The floor selector AFS shown in Fig. 2 represents a series of down segments, shown on the left-hand side of the floor selector, and a series of up segments onlthe.

right-hand side. At the entrance to each of the zones of blocks, as defined by segments 101, 102, 103, etc., a normally open contact switch mechanism, comprising switches 105', 106 and '107, is mountedfor. actuation by a tripping mechanism 104 on the floor selector arm AFSA, which will engage and'operate the switches 105, 106 and 107, res ectively, as the car moves downwardly into t e zones defined.1'espectively by the segments .101, 102 and,103.

A contact brush 108 on thefloor selector arm engages and bridges a set of contact the zones 101, 102 and 103.

A set of down block relays, one for each of the zones, designated as 112,113 and 114 areprovidedhaving their coils respectively connected to the contact segments 111, 110 and 109 and their contact members respectively connected to the segments 103, 102 and 101. The purpose of the block relays 112, etc., is to connect the block segments 101, etc., to the down inductor relay coils only when the car is in the corresponding block or zone.

Each of the relays, 112, etc., is provided with a latching member, the reference characters 115, 116 and 117, respectively, designating the latches for the relays 112, 113 and 114. The latch member 115.is normally spring-pressed, as by spring 118, to engage the latch member 115 With a shoulder or notch 119 in the armature of the block relay 112. Similar springs operate the latches 116 and 117. Magnetizable coils 120, 121 and 122 are arranged to withdraw the latch members 115, etc.,from engagement with the respective block relays. I

A similar set of block relays, latches and coils are provided for the up direction of travel, being designated generally as 123, 124. and 125. T

The contact segments 126 are connected as by a conductor 130, to a conductor 131, which feeds the coils of the down inductor-relays (33 and 46 of Fig. 1). The contact segments 132 are connected in parallel relation to core responding contact segments 132 on the floor selector BFS for'the car B and in seriesrelation with the contact members of the pushbutton relays corresponding to R3U and B3B of Fig. 1. The contact segments 133 are respectively connected to the reset relays corre-- spondingtolS3U and S3D in Fig. 1, for the corresponding floor.

It will be observed-that the contact segment 101 (which corresponds to the contact segment-59 in Fig. 1) may be connected to the inductor relays 33 and 46 only in the case that .the block relay 114 has its contacts closed. The circuit for these inductor rela s extends fromthe line'conductor L1 to t 0 contact segment 132 through the push-button relay R3D, etc., of Fig. 1, and'conductor 134. Thence the circuit continues through the se ent 132 corresponding to the ninth floor AFSAysegmsnt 101, conductor 136, the'contact members of relay 114, and conductor137 to the conductor 131 which extends to. the

,inductor relays 33 and 46 of Fig;

rush 135 on the floor selector arm ieo Assuming the car to be at the upper terminal or tenth floor and to be started downwardl as described with reference to Fig. 1,

V the le -hand portion of thefloor selector arm will engage the left-hand set of contact segments on the floor selector. As the car starts, the tripping member 104 will engage and operate the switch 105, thereby completing a.

members of the switch 105, and conductor 140,

to junction point 141, whence one branch extends by way-of conductor 142 through the magnet coil 122, and conductor 143 to line conductor L2 and the other branch extends by I -way of conductor 142', the magnet 122 and conductor 143 to line conductor L2. The energization of the magnets122 and 122 will release any of the first block relays for all of the cars, which may happen to be energized.

At substantially the same instant, the brush 108 of the floor selector arm will engage and bridge the contact segments 109, completing acircuit for the first block relay 114 for the car A, which-circuit extends from line conductor L1 through conductor 138, contact segments 109 and brush 108, conductor 144,, the coil of block rela 114, and conductor 145 to line conductor 2. This operation energizes the block relay 114 and causes the relay to close its contact membersa. The car A will thereafter pick u any call for the upper zone, that is, the nint and eighth .floors and make the necessary automatic stops in response to the calls registered by the floor buttons (not shown) for theninth and eighth As the car passes the eighth floor, the trip member 104 will engage and operate the switch 106, and the brush 108 willengage the contact segments 110 to first release all of the second block relays and subsequently actuate the second block relay 113 corresponding to the elevator car A. This operation prepares the car to take all calls for the middle zone, that is, the seventh, sixth and fifth floors. Assume now thatthe elevator car B, operatmg under substantially light conditions of traflic, overtakes or approaches closely the car A, for example, when the car A is still within the upper zone or block; The tripping member 104 of the floor selector arm BSFA will engage and operate the switch 105, energizing the magnets 122 and 122',

permitting the block relay 114 to drop out,

and-thus preventing 'car A from receiving any further calls while within the upper block. At substantially the same .instant the brush 108 engages the contact segments 109' and operates the block relay 114"i3r the car B, thus placing the car B in condition to receive the registered calls within the first block. The exclusion of the car A from permits the car A to move into the next block before receiving any further calls and throws.

the burden of the trafiic to the car B. For the usual operation, cars are dispatched at such intervals that, under normal trafiic conditions, they will never overtake each other, and it is only under the condition of an abnormal trailic situation that such overtakingwill occur. a

My system, therefore, provides for caring for this abnormal traffic condition byreleasing the. first car, which has been bearing the burden of the traffic, from further load within a given zone and causing the traflic in that zone to be thrown upon the following car which has been operating under comparatively light traflic conditions;

It will be observed that my system provides for the distribution of the traflic in accordance. v with the load upon the several elevator cars and that this distribution will occur automatically in.response to the variations-of the traffic conditions. K

The description and illustration of my system is merely illustrative, the system being ,capable of many variations in the-apparatus and circuits described. I, therefore, do notdesire to be limited to the system shown and described, except as defined in the appended claims. I claim as my invention:

1. In acontrol system for elevatorsopeb. able between a plurality of floors, an elevator car, means for starting said car, normally ineffective means for stopping said car level with said floors, including inductor relay means carried by said car and magnetizable plates for actuating said inductor relay means mounted adjacent said floors, manually operable call means for said floors and means operable in correspondence with movements of said car for rendering said stopping means eflective to stop said car only when said car approaches a floor for which a call means is'operated.

I 2. In a control'system for elevators operable between a plurality of floors, an elevator car, means for starting said car, normally ineffective means for stopping said carlevel with said floors, including inductor relay means carried by said car, and magnetizable plates for actuating said inductor relay means mounted adjacent said floors, manually operable u -call means and down-call means for said oors, and means operable in correspondence with the movements of said -car for rendering said stopping means efiective to stop said car only when said car approaches a floor for which a call means is operated and in the direction corresponding -to said operated call means. 1 I

3. In a floor selector for elevator control receiving further calls while within thatblock systems, a base, an arm movable-over said basin "correspondence with the movement of movement 0 an elevator, a set of contact segments spaced along said base in the direction of movement of said movable member, a second set of contact segments spaced along said base in the direction of movement of said movable member, means for mounting said movable membar for movement into engagement with either of said sets of segments, and magnetic means operableresponsive to the direction of movement of the elevator for determining which of said sets of contact segments is to be engaged.

4. In 'a floor selectorfor elevator control systems, a base, an arm movable over said base in correspondence with the movement of an elevator, a. set of contact segments spaced alon said base in the direction of said movable member, a second set of contact segments spaced along said base in the direction of movement of said movable member, means. for mountingvthe said 'movable member for movement into,

engagement with either of said sets of segments, magnetic means operable responsive to the direction of movement of the elevator for determining which of said sets of contact segments is to be engaged, and means open, able responsive to the arrival of the elevator at the ends of its path of movement fdr re versing the sets of contact segments eng ged.

5. In a control system for a bank of elevatorsoperable over a path between a plurality offloors, a'plurality of elevator cars, means dividing'said path into zones of operation,

each zoneincluding a plurality of adjacent floors, call means at said floors common to all of said cars, means for registering said calls, and means operable by the entry of more than one of said cars into any of said zones for rendering all butone of said cars ineffective to receive registered calls in that tive to receive said calls.

7 In a control system for a bank of elevators operable over a path between a plurality of floors,'a plurality of elevator cars, means dividing said path into zonesvof operation, 1

' each zone including a plurality of adjacent floors, call means at said floors common to all of said cars, means for registerin said calls, and means operable by the entry 0? more than one of said cars into any of said zones "for rendering the first car ineffective to'receive said registered calls in that zone.

8. In a control system for shank of elevators operable over a path between a plurality of floors, a plurality of cars, means dividing said path into zones of operation,eachjzone including a plurality of adjacent floors, call means at said floors common to all of said cars, call-receivingmeans for each of said cars, means operable by the entry of a car into a zone for rendering the receiving means for all of said cars inoperative to receive calls from the floors in that zone, and means operable npon further movement of said car into said zone for rendering the receiving means for that car. effective to recelve calls for fioors in that zone. 9. In a control system for a bank of elevators operable over a path between a plurality of floors, a plurality of cars, means dividing said main means for said floors common to all of said path into zones of operation, each zone cars, azone relay for each of said cars for each ing a plurality of adjacent floors, call cars, and means operable by further movement of said car into said zone for actuating the zone relay for that zone for that car.

10. In a control system for a bank of elevators operable between a plurality of floors, a plurality of cars, means individual for each of said cars for stopping the-gssociated car, call means at said floors, mean dividing said floors into blocks, each block including a plurality of adjacent floors, and means operable by the entry of more than one of said cars into a block for renderin said call means for all but one of said cars mefiective to actuate the stopping means for said cars.

11. Ina control system for a bank of elevators operable between a plurality of floors, a plurality of cars, means individual to each of said cars for stopping the associated car,

call means at said floors, means dividing said floors into blocks, each block including a plurality of adjacent floors, and means to render said call means efi'ective to actuate the stopping means for only the last of the cars to enter said block.

12. In a control system for a bank of eleva tors operable between a plurality of floors, a plurality of cars, means individual to each of said cars for stopping the associated car, call means at said floors, means dividing said floors into blocks, each block including a plurality of adjacent floors, and means for renderin the call means for any of the floors in said b ock inefi'ective to actuate the stopping means for the first car entering said block. i

In testimony whereof, I have hereunto subscribed my name this 28th day of December,

l a EDGAR M. BOUTON;

DISCLAIMER 1,720,538.Edgar M. Bouton, Chicago, Ill. Emma-005mm sxmn. Patent dated July 9 1929.- Disclaimer filed April 7 1931, by the assigne'e, Westinghouse Electric dantafacturing Uompzmy.

Hereby enters this disclaimer to that part of the claim in said specificationyhich appears as claims 3 and 4 and is in the following Words, to, wit: a.

. 3. In a floor selector for elevator control systems, a b an arm-movable over said base in correspondence with the movement of an elevator,a set of contact seg-v ments spaced along said base in the direction of movement of said movable member,

a second set of contact segments spaced along said basein the direction of. movement of said movable member, means for mounting said movable member for movement into engagement with either of said sets of segments, and magnetic means'operable I responsive to the direction of movement of the elevator for determining which of said sets of contact segments is to be engaged.

4. In a floor selector for elevator control systems, a base, an arm movable over said base in correspondence with the movement of an elevator, 11 set of contact seg-- ments spaced along saidbase in the direction of movement of said movable member,

a second set of contactsegments spaced along said base in the direction of movement ofsaid movable member, means for mounting the said movable member for movement intoengagement with either of said sets of segments, magnetic means operable I'BSPOIISIVP, to the direction of movement of the elevator for determining which of sald sets of contact segments is to be engaged, and means operable responsive to the arrival of the elevator at the ends of its path of movement for reversing the sets of contact segments engaged.

' [Oficial Gazette April 28, 1931.] 

